Automobile speed control device



Feb. 12, 1963 E. F. SlMAS 3,077,239

AUTOMOBILE SPEED CONTROL DEVICE Filed May 27, 1960 4 Sheets-Sheet 1 g 4147 r 744M Feb. 12, 1963 E. F. SIMAS AUTOMOBILE SPEED CONTROL DEVICE 4 Sheets-Sheet 2 Filed May 27, 1960 FIG.2

o %m M 0 I a Z M c. l .u .H I: .l a 4 a s. 5 [HO \I. 6 2 4! L4 5+| a s 3% m o m q m n C m M ,A/ E n a w 3 an a a 4 a m o m e 5 m mm H 5 2 m z 3 u a o 5 l 0 LI 9 T 8 A 1 Feb 12, 1963 E. F. SIMAS 3,

AUTOMOBILE SPEED CONTROL DEVICE Filed May 27, 1960 4 Sheets-Sheet 4 :7 273 2 fave :aea

United States Patent Ofiice ihdllj' d Patented Feb. 12, 1% 53 3,077,239 AUTUMQBILE SPEED {FONTRUL DEVICE Edward F. Sims-s, 3'7 Westwood Road, Saylesvilie, RI. Filed ltday 27, 1961' Ser. No. 32,363 ll) Clainrs. (6i. 180-821) The present invention relates to a device for automatically controlling the speed of a motor vehicle. More particularly, the present invention relates to an automobile speed control device that is adapted to be selectively operated to either provide for constant speed operation of the automobile or to control the operation of the automobile so that a predetermined speed will not be exceeded.

The mounting death tolls resulting from automobile accidents have caused great concern among local and national groups. These groups have dramatically illustrated that each year property damage alone due to automobile accidents has exceeded many millions of dollars, and the figure is still growing. However, property damage is insignificant when compared with the tragic death rate that each year exceeds deaths due to any other cause. Automobile accidents generally occur as a result of driver fatigue or excessive speeds which if checked or minimized would greatly reduce the hazard of driving and thereby reduce the possibility of accidents.

The present invention was developed in order to sele tively control the operation of an automobile so that a constant speed may be automatically maintained, thereby reducing the strain on the driver and accordingly minimizing driver fatigue. The invention further provides for selectively controlling the automobile so that a predetermined speed may not be exceeded, thereby providing a governor control for the automobile.

In controlling the speed of the automobile, the automatic constant speed control feature embodied herein enables the automobile to be driven at any selected speed without the use of the manual foot accelerator. By eliminating the need to constantly maintain the foot on the accelerator and yet provide for a constant speed of the vehicle at any selected value, the driver of the vehicle will be relieved of a strain that occurs particularly on long trips, although it is to be emphasized that this feature of my invention is also of considerable utility and value when driving at a steady pace in city tratfic. The invention further includes means for prcselecting the maximum speed at which the vehicle can be operated and thus provides a governing device for the vehicle which has considerable utility when the vehicle is used by a minor. Both the constant speed control means and the speed limit control means are adjustable so that any speed may be selected as the constant speed or the maximum speed at which the vehicle may be operated.

Accordingly, it is an object of the present invention to provide an automatic speed control device for use in a motor vehicle that is adapted to control the operation of the vehicle at a preselected speed and that may further be operable to prevent operation of the vehicle at greater than a predetermined speed.

Another object of the invention is to provide an automatic constant speed control device which permits driving of the automobile at any selected speed without the use of the accelerator.

Still another object is to provide a governor speed control wherein the automobile is prevented from exceeding a preselected speed.

Still another object is to provide accelerator control means for use with the speed limit control feature wherein the control means for the speed limit control is deactivated to permit momentary acceleration in emer ency situations such as in the passing of other automobiles.

Still another object is to provide a time limit accelera- 2 tion control device that permit the momentary deactivation of the speed limit control means during emergency or passing situations but that is adapted to permit the reactivation of the speed limit control means after a predetermined period of time.

Still another object is to provide a speed-limit control device that may be locked in a preselected position by a removable key.

Still another object is to provide a constant-speed control device for use in a motor vehicle that is adapted to be deenergized upon actuation of the brake pedal of the vehicle.

Still another object is to provide a feature or operation selection switch wherein either constant speed control or limit speed control may be selected as desired, a further selection rendering said controls inoperative, thereby permitting the vehicle to be operated in its usual manner.

Still another object is the provision of an automatic speed control device for use in a motor vehicle that is operable whether the vehicle is going forward or in reverse.

Still another object is the provision of an automatic speed control device embodying both a constant-speed control and a limit-speed control wherein either of these controls may be selected and put into operation While the vehicle is in motion, and wherein the desired speed for the selected control can also be selected or varied while the vehicle is in motion.

Still another object is the provision of an automatic speed control device which is applicable to motor vehicles having either standard or automatic transmissions.

Still another object is the provision of a constant speed control which will be operable at low speeds as well as relatively high speeds, and which will maintain the vehicle at relatively constant speed even under varying power demands, such as when going up inclines, around curves, etc.

Other objects and the nature and advantages of the instant invention will be apparent from the following description when taken in conjunction with the accompanying drawings, wherein:

FIG. 1 is a perspective view of a portion of an automobile illustrating the control thereior and showing the mannor in which the component parts of the present invention are installed therein;

FIG. 2 is a vertical sectional view of the control unit embodied in the present invention;

FIG. 3 is a front elevational View of the control unit illustrated in FIG. 2 and showing the operation selector dial and the speed selector dial;

FIG. 4 is a sectional view taken along lines =--l-q in E6. 2;

PEG. 5 is a sectional view taken along lines 5-5 in PEG. 2;

PEG. 6 is a sectional view taken along lines 6-6 in FIG. 2;

FIG. '7 HQ. 2;

PEG. 8 is a. sectional view taken along lines ill-25 in FIG. 2;

FIG. 9 is a sectional view of the accelerator control unit that is electrically connected to the control unit and that is operatively connected to the accelerator and the carburetor or" the vehicle;

FIG. 10 is a sectional view taken along lines ld-itl in FIG. 9; and

FIG. 11 is a diagrammatic illustration oi the electrical circuit embodied in the present invention.

Referring now to the drawings and particularly to FIG. 1, the invention embodied herein is shown as it is installed in a conventional automobile. It is important to note that the component parts of the speed control device may be applied to any conventional automobile without is a sectional view taken along lines 7-7 in materially altering the constructional details thereof, and

ace/ 239 :the operating apparatus that is located adjacent to the drivers seat in a conventional automobile is illustrated and includes a steering" wheel 16 that is mounted on a steering column 12, the steering column 12 extending beneath a dashboard l4 and through a floor board 16. A

rake pedal 18 is conventionally mounted over the floor board 16, and an accelerator pedal 20 is pivotally secured to the floor board 16 and is operatively connected to a control rod, to be described hereinafter, that controls the flow of fuel to a carburetor indicated at 22. It will be understood that the automobile herein illustrated is-of the automatic transmission variety since no clutch pedal is shown. An air filter 24 is mounted on the carburetor 22 in the conventional manner, the carburetor 22 being, mounted on the block of a motor that is indicated at 26. A transmission, a portion of which is indicated at 23, is mounted below the floor board 16 and is adapted to transfer thedrive from the motor 26 to the rear wheels of the ehicle as is well known in the art. As will be described below, the control device which is the subject of the present invention is connected directly to the transmission 28 and is responsive to the rotation-thereof for controlling the speed of the vehicle. Mounted on the dashboard 14 is a speedometer 36 that may be of any conventional design but that is connected directly to the automatic control device embodied herein, the control device in time being operatively connected to the transmission 28 as aforementioned.

The automatic speed control device embodied in the present invention includes a control unit generally indicatcd at 32 that is mountcdon the dashboard 14 and is operatively connected to the transmission 23 through a flexible cable 34. The flexible cable 34 extends through the floor board 16 and into the housing of the transmission 23, being operatively driven by any conventional type of driving means that is connected to the driven member of the transmission. Operatively connected to the control unit 32 and responsive to the rotation of the flexible shaft 34- is a flexible shaft 36 that extends into the speedometer 39 and controls the movement thereof to indicate the speed of the vehicle.

The control unit 32 is electrically connected to an accelerator unit generally indicated at 38 through an electrical cable 4% the accelerator unit 38 thereby being responsive to the operation of the control unit 32 for controlling the operation of the carburetor 22. The accelerator unit 38 is normally operated by movement of the accelerator edal 26 that is operat-ively connected thereto through a bar 42, that extends through the floor board 16, a bell crank 44 and a rod 46. The accelerator unit is interposed between the rod 46 and a rod 48 that is connected directly to the carburetor 22 through a lever 50, the lever 56 being mounted on a fuel feed control member 52. it is seen that depression of the pedal 26 will rotate the bell crank 44 in the direction of the arrows thereby translating the rod 46, accelerator unit 38 and rod 48 to the left as seen in FIG. 1. The fuel feed control member 52 is then rotated to introduce more fuel into the engine cylinders.

The Control Unit Referring now to FIGS. 2through 8, the control unit 32 is illustrated indetailand comprises a circular housing 54 that is formed with a central partition 56 to define respectively, being positioned in the central openings. Rotatably mounted in the bearing 66 is a stub shaft 69 in the outer end of which the flexible shaft 34 is secured. Secured to a reduced inner end portion of the stub shaft 69 is a spur gear 70 that engages a small central gear 72. The central gear 72 is secured to the reduced end 74 of a speed regulating member 76 to be described hereinafter, the reduced end 74 being rotatably mounted in a bearing 77 that is secured in an opening in the end wall 61. Drivingly engaging the gear 72 is a second spur gear 78 that is mounted on the reduced end of a stub shaft 86' that extends through the bearing 68, the flexible shaft 36 being secured to the outer end ofthe. stub shaft 36 and being driven thereby. it is seen that the gear 70 is driven by the flexible shaft 34 through the stub shaft 6'9 and in turn drives the small gear 72 which .drivesthe gear 73 to cause rotation of the flexible shaft 36, the flexible shaft 36 being operatively connected to the speedometer St) for causing the operation thereof. Thus, the rotational speed of transmission 28 is always the same as that of speed regulating member 76 and speedometer cable 36.

. Positioned in a central opening formed" in the partition 56 is a bearing 82 that receives the other end of the speed regulating member 76, the bearing 82 cooperating with the bearing 77 to rotatably mount the member 76 therebetween. As illustrated in FIG. 2, the body of the member 76 is tubular in construction and receives an elongated speed regulating pin 84 therein, the exposed outer end of which extends somewhat beyond the free end of the member 76, as seen in FIG. 2, and into the chamber 66. Mounted on the tubular member 76 in sliding relation with respect thereto is a sleeve 86 that is formed with an annular flange 38 (FIG. 7) in which opposed slots 96 and 92 are formed. A pin 94 extends through horizontally extending openings 95 and 96 formed in the annular sleeve 88 and through a circular plug 97 secured to the inner end of the speed regmlating pin 84 and thereby secures the sleeve 86 to the pin 84. The pin 94 projects j through opposed longitudinally extending slots 98 and 99 formed in the wall of the member 76 and is longitudinally 'movable along said slots, thereby providing for relative movement of the sleeve 86 with respect tothe member 76.

' Aiiixed to the sleeve 7 6 adjacent thepartition 56 is an annular flange 166 in which opposed slots 16 1 and 102 are formed. Pivotally secured to the annular flange 163 in the slots 101 and 162, respectively, are links 1b3and 194 which are joined at the outer ends thereof by links 166 and 198, respectively, that in turn are pivotally secured in the slotsfitl and 92. Secured to the outer endsof the links 163 and 196 at their pivotal connection is a weight (110 while a weight 112 is secured to the outer ends of the links 194 and 168.. In order to bias the movement of the regulating pin 84 as it is axially shifted due to varying speeds, a coilspring 114 is provided and is positioned interi'orly of the tubular member around the regulating .pin 84. One end of the coil spring abuts the plug 97, while the other end engages a lock ring 116 that is secured in the tubular member 76 adjacent the right or outer end thereof as seen in FIG. 2. It is seen thatin the operation of the control unit 32 the gear 76 will be rotated. by the flexible shaft'3'4 to rotate the gear 72, which thereby causes rotation of the tubular member 76. Since the 'sleeve 86 is longitudinally movable with respect 'to' the member 76, the increased rotational speed of the member 7 6 will cause'the Weights 116 and 112 to move outwardly by centrifugal force. The outward movement of the weights' 110, 112 causes pivotal movement of the links 166 and Mil-with respect to the links 193 and 164, respectively, which movement causes the sleeve 86 to advance to the right-as seen in PEG. 2, carrying the annular flange 88 therewith. Since the pin 94 is joined directly to the plug 97 that is fixed'tothe innerend of the speedregulating pin-34, the pin 34 will be caused to be moved to the right as seen in FIG. 2 against .theaction of the spring ,114 as the speed of the vehicle increases.

In controlling the operation of the automobile, the present invention has two separate and distinct functions which are (l) operating the vehice at a constant preselected speed; and (2) controlling the vehicle speed so that a predetermined limit is not exceeded. In controlling the vehicle to carry out the above stated functions, the axial or linear movement of the speed regulating pin 84 is utilized since this movement is a direct function of the rotational speed of the vehicle.

In both forms of speed control, the speed limit or preselected speed is determined by a common speed selector switch, indicated at 113, that is adapted to be actuated by the speed regulating pin 84. As shown in FIG. 2, the switch 118 is secured to a cylinder 12%} by suitable screws lZl, the cylinder 320 being slidably mounted within an opening formed in a boss 122 that is formed as part of the housing 54 and that extends into the chamber 6%. The inner end of the cylinder 128 is provided with a recess in which a spring 124 is located which tends to bias the cylinder 12-? and the switch 118 secur d thereto to the right as seen in H6. 2. Secured to the body of the switch lid is a switch arm 126, the outer end of which is adapt d to be engaged by the outer end of the speed regulating pin Flanking the switch arm l26 are relatively short contact arms 12% and 1343 on which suitable contacts are joined that are adapted to engage contacts secured to the switch arm 12s. A spring 132 normally biases the switch arm 126 in contact with the contact arm 1 and, as will be described hereinafter, the contact arms 1Z3 335;" and the switch arm 126 are electrically connected to the other components of the electrical system to control the operation of the device.

it is seen that he position of the switch arm 12.5 with respect to the speed regtnating pin lid will determine at what vehicle spee the pin will en age and actuate said switch. Expressed differently, since the speed of the vehicle determines the extent of linear movement of pin 34, it follows that switch lid may be selectively positioned so as to be automatically actuated in response to the vehicle obtaining predetermined speed. in order to shift the switch with respect to the speed regulating pin so as to reposition the switch arm 126 with respect theret a speed control cam is provided and as shown in PEG. 2 is formed with an inclined peripheral edge 137 that is adapted to engage the outer end of the cylinder 12%, it being apparent that said cylinder will always be iased against said edge by virtue of spring 124. Joined irectly to the speed control cam is a reduced barrel add on the outer erd of which a control knob 14h is secured by a set screw 142. As shown in Fi 3, the control knob 1 is provided with graduations for indicating speed, the graduations being calibrated so that the rotary movement of the knob will cause edge 137 to earn cylinder T125) to a position where switch arm 126 will be engaged actuated by pin 8 at the vehicular speed indicated. More specifically, since the knob hill is keyed directly to the barrel 1153 through the set screw lid-Z, rotation of the knob a l will cause the cam 136 to be rotated. it is seen that since the edge 3137 of the speed selector member 136 is inclined, rotary movement thereof will result in a correspon axial movement or" the cylinder 1223 which carries the switch 113. Since the spring 12% tends to move the cylinder lZtt to the right as seen in 12., it will be compressed upon movement or the cylinder to the left. As the cylinder 12%? shifts laterally carrying the switch F118 therewith, the switch arm 1% will be moved with respect to the speed regulating pin 34. As mentioned hereinabove, since the distance that the pin 34 is axially shifted is directly controlled by the rotational speed of the member '26, which in turn is a direct function of the speed of the vehicle, the greater the gap between the pin 84 and the switch arm 126, the meme the speed of the vehicle necessary to cause the pin 84 to contact the switch arm.

In order to select the operation or the the speed control unit 32, that is, either limit speed or constant speed, an operation selector switch indicated at M4 in FIG. 4 is provided and includes contacts 146, 1451.1, 147, 147a and 148 that are adapted to be selectively engaged by a wiper arm M9 for producing the desired control. As will be described hereinafter, the contacts of the selector switch 144 are adapted to be electrically connected to the speed control switch 11% and are responsive thereto for controlling the accelerator unit 38. The selector switch wiper arm M9 is operatively connected to a selector dial 155) through an enlarged annular flanged disc 151 to which a reduced sleeve I152 is integrally joined. The selector dial 152? is spaced from the front end wall 62 of the housing 54 and engages the front side of the dashboard 14 of the automobile in bearing relation therewith and thereby cooperates with the end wall s2 to lock the control unit 32 to the dashboard l4. It is that upon rotary moven ent of the selector dial 1%, the Wiper arm 14-9 will be moved into contact with a set of the contacts 145, idea or 14 7, ldla or with the 0d contact 1413 to produce the selected operation. Formed on the outer face of the selector dial 159 are the letters L, C and N, and, as shown in FIGS. 3 and 11, the letter L indicates limit speed and is associated with the contacts 147 and idla. The letter C" indicates constant speed and is associated with the contacts 146, 146a, while the letter N indicates normal and is associated with contact 143. Formed on the face of the end wall 62 is a marking l54 with which the selector dial markings are adapted to be aligned, upon movement of the selector dial, the selected operation will be obtained when the selected letter is in alignment with the marking Since the control device embodied herein is adapted to be utilized primarily in passenger vehicles, it is sometimes desirable to lock the selector dial 15 3 in the desired position and to furthermore lock the speed control dial Ml) in the desired position so that only a designated speed will he obtained. "this locking means has particular application when the automobile is to be used by a minor and it is desired that the vehicle not be operated at an undue speed, whereupon dial 159 is locked at L and s eed control dial 34% is locked at the selected spee In order to lock the selector dial i? and the speed selector dial 141% it is only necessary to prevent the rotation thereof, and for this purpose a standard tumbler lock 156 that is adapted to receive a key 158 is provided. The lock 156 extends into the barrel 1% and is secured thereto by the screw 1 52. Engaging the lock 156 and movable therewith is a cylinder res, the inner end of which has a flange portion 152 formed thereon. A pin 154 is secured to the flange 162 in eccentric relation with respect thereto and carries an arm 166 that extends upwardly therefrom as seen is FIGS. 2 and 5. Formed in the outer end of the arm tea is a recess in which a pin 168 having a reduced end is positioned and that is adapted to be biased to an outer position by a spring 17%. The upper end of the arm 166 is adapted to extend through a suitable opening in the speed control cam 13% and through a semicircular slot 172 (FIG. 5), a plurality of which are formed on the periphery of the flanged disc 15!. Formed on the inner wall of the housing 54- adjacent the end wall 62 are a plurality of spaced grooves 174 into one of which the pin 163 is adapted to project in the locking operation. When the device is to be locked, the key 153 is rotated, which rotates the lock 156 and cylinder res, thereby causing the eccentrically mounted arm 166 to move outwardly through the opening formed in the earn 136 into one of the slots 172 and at the same time causing pin 168 to extend into one of the grooves 17 Since the selector dial 159 is connected directly to the flanged disc 151 and the speed selector dial 149 is connected directly to the cam 136, the dials Mt? and 15% are then locked in position and cannot be rotated. More specifically, arm 166 locks cam 13s to disc 15]. thereby preventing relative rotation therebetween, while pin 16% interlocks with the fixed housing to prevent rotation of both elements. When key Referring now to FIGS. 1, 9 and it), the accelerator unit 33 is illustrated and as shown includes a housing 180 which is provided with an opening 1% in one end thereof through which an elongated sleeve 184- extends, the

sleeve 184 being fixed in the housing 130. Extending into the sleeve 184 is a speed control rod 186, the inner end of which is provided with a bore 188, in which a spring 19% is positioned. The spring 199 abuts against one end of the housing 180 and against the inner end of the bore 188 and thereby normally urges the speed control rod 186 to the right as seen in FIG. 9. A slot 192 is formed in the upper wall of the housing 186, and a pin 194 secured to the rod 186 extends through the slot 192 and cooperates therewith to define a limit for limiting the movement of the rod 186. Secured to the outer end of the rod 186 which extends outwardly of the end wall of the housing 186 and beyond the sleeve the is an enlarged end portion 196 in which the end of the accelerator rod 46 is secured by a set screw i9 5. For reasons which will hereinafter become apparent, collar 1% and set screw 198 enable rod 46 to be adiustably connected to rod 186. Formed on the underside of the rod 186 is a notch 200 into which a plunger 292 is adapted to extend, the plunger 202 being joined to an armature 294 of a speedlimit control solenoid 2%. A disc 2% is secured to the plunger 2G2 and engages a spring 216 which bears against a wall 212 to normally bias plunger 2592 to its outwardly extending position wherein it engages notch 290.

V A cable 214 is electrically connected to the windings of the solenoid 2% and to the electrical circuit of the control device and is adapted to supply the current for energizing the solenoid 2%. The solenoid armature 2% is normally maintained in the position as shown in FIG. 9, the spring 268 biasing the plunger 2 32 into the notch 200, thereby causing the accelerator rod 46 and speedcontrol rodll86 to be operatively engaged with the housing 189.

-When the solenoid 2% is energized upon application of current thereto, the solenoid armature 2% is withdrawn, causing the spring 21% to be compressed and thereby withdrawing the plunger 2132 from the notch 29%. It is seen that upon removal of the plunger 2% from the notch 209, the rod 46 becomes disconnected from rod 48, or, expressedjdiiferently, movement of rod as will simply cause rod 136 to move freely with respect to housing 180 whereupon no movement will be imparted to rod 48. On the other hand, when plunger ZtiZis in engagement with notch 2th), movement of rod 46 in the direction of the, arrow '(FIG. 9 will cause corresponding movement of housing 1% and rod 48. The purpose and operation of the solenoid 2636 as it effects the speed limit control of the device will be discussed hereinafter.

Also disposed in the housing 13% is a constant speed solenoid 216, the windings of which are electrically con- .nected to .an electrical lead 217 that is carried by the cable 214. Extending between t]. e windings of the solenoid 216 is a housing 21% in which an armature 22% is positioned. Joined to t earmature 226 is a constant speed control rod 224 to which a disc 22s is secured. A

. collar 228 is secured within the outer end of a reduced extension230 of the housing 213 and is connected directly to the rod 224. A spring 232 is interposed between the disc 226 and the. inner end ofcollar 228, and upon'movement of the armature 228 to the rightas seen in FIG. 9 V the spring is compressed and will act to withdraw the armature 229 upon deenergization of the solenoid 215. The carburetor control rod 43 that is connected to the lever 59 of the carburetor 22 is secured to the collar 228 by a set screw'234, and-itis seeen thatuponenergizationv of the solenoid 216 the armature 220 will he'd-town to the right as seen in PEG. 9, thereby causing the rod 48 to be moved therewith. Movement of the rod 48 causes the carburetor lever to be pivotally moved, thereby effecting a change in the feeding of the fuel into the engine cylinders. interposed between the solenoid 2% and the solenoid 216 is a chamber defined by an intermediate housing 236 in which a diaphragm 233 is positioned, the diaphragm 238 being connected to the armature 220 through a bolt 249 that extends through the inner wall of the solenoid housing. The diaphragm 238 is provided so that movement of the armature 22% upon deenergization of the solenoid 23.6 will be damped so as to prevent surges in movement of the bar 48, thereby resulting in relatively smooth fuel feed at all times. An air bleed 239 is provided in the wall of intermediate housing 236 in order to enable diaphragm 238 to operate.

T he Electrical Circuit Referring now to FIG. 11, the electrical system is diagrammatically illustrated and will be described in connection with the control unit 32 and the accelerator unit 38 to further show the interrelation of these units and the component parts thereof. The switch arm 126 is electrically connected to a brake switch 242 through-a lead 244-, the brake switch being shown in FIG. 1 located beneath a brake lever' 246 on which the brake pedal 18 is mounted. Brake switch 242 is located in series with a fuse 2 .3 and an on-off ignition switch 256, which in turn is electrically connected to the battery 252 of the automobile. The operation selector switch 144 is elec .trically connected to the speed selector switch 118, contact l47a of the limit contacts being connected to the contact arm 13% through a lead 254. Contact 146a of the constant speed contacts is similarly connected to the contact arm 128 of the speed selector switch 118 through a lead 256. The other contact 147 of the limit contacts is connected to a lead 258 that, in turn, is electrically connected to the solenoid 2%. Similarly, the other contact 146 of the constant speed contacts is electrically connected to the solenoid 216 through a lead 266. Both the solenoids 206 and 216 are connected to a lead 262 that goes to ground. The neutral or normal contact 143 in the operation selector switch 144 is disconnected from the circuit, and thus, when the selector arm 146 makes contact therewith, the speed control device is inoperative, and the automobile may be operated in its usual manner.

When the device is being operated in the limit-speed position, which in effect governs the maximum speed at which the automobile may travel, it is sometimes desirable, such as when passing on the open road, to momentarily disconnect the limit speed circuit so that the accelerator may be operated to cause the vehicle to accelerate rapidly for a brief period of time during the passing actionv In order to cut out the operation of the control device, an accelerator switch indicated at 26 is provided and as shown is-a double-pole single-throw switch. Electrically connected to one side of the switch 264 is a heatresistant wire 266 to which a bimetallic switch 268 of conventional design is connected in series. As shown in FIG. 2, these components are physically located within a capsule 269 positioned in the chamber 619 of the control unit 32, which capsule may be replaced as desired. When the accelerator switch ass is closed, it is seen that a circuit is completed from the contact 13-5) against which the switch arm 126 has been moved through lead 270, switch contacts 271, 271a, leads 272, 73, switch 268 and lead 266. This completes the circuit to the solenoid 216 which controls the movement of control rod and the rod 48 that is connected to the carburetor 22. Thus, depression of the accelerator pedal 2t downwardly to the floor board will close the switch 2364, thereby energizing solenoid 216 and effecting suillcient movement of the rod 48 to cause an increased amount or" fuel to be fed by the car buretor during the passing action of the automobile.

Closing of the switch 264 also closes contacts 274-, 27% that complete a circuit through the resistance wire 2 66 whereupon said wire becomes heated and causes opening of bimetallic switch 2558 after a predetermined time interval, thus breaking the circuit to solenoid 216.

Since the speed of the vehicle is increased during this interval beyond the predetermined limit, the speed regulating pin 55 i is moved to cause the switch arm 125 to engage contact arm 13%. The solenoid 2% is then energized to withdraw the plunger 26 2 from engagement with the rod 186 whereby the accelerator unit is disconnected from the accelerator pedal 2 Because of the construction of the bimetallic switch 268, the switch 268 will cut out after a brief interval due to the increased heat generated by the heat-resistant wire 266. As aforesta-ted, this breaks the circuit to the solenoid 236 and causes the control device to resume its previous limitspeed operation. It is seen that the heat-resistant wire 263 and switch 268 act to prevent circumventing of the control system by use of the burst control or accelerator switch 264 by only allowing acceleration for a brief interval to provide for emergency situations, such as when passing another vehicle.

Operation in the operation of the speed control device, the ignition switch is turned to the on position, and the operation selector dial 15a is then rotated to the selected position for controlling the speed of the automobile in the desired manner. Assuming in the first instance that it is desired to operate the automobile at a constant spee the selector dial 15b is rotated until the C is in alignment with the mark 154. In this position, the switch arm 149 engages the C contacts E46, 146a as seen in dotted lines in FIG. 11. The desired speed is then selected by rotating the speed selector dial 140 until the miles per hour indicated on the dial is in alignment with the marking 1S4. Rotation of the dial Mt moves the earn 136 to locate the cylinder 12a and switch 118 carried thereby in position relative to the pin 84. It is understood that the position of the switch 118 and the cam 136 have been calibrated with respect to the position of the pin to obtain the settings on the dial 3.44}. The motor of the automobile operating the transmission 23 causes the flexible cable 34 to rotate the gear 7-0 which in turn rotates the gear '7 that imparts rotation to the member '75. The gear 78 is also rotated which causes rotation of the flexible cable 36 that is connected directly to the speedometer As the member 76 rotates, the weights 1% and 112 are moved outwardly through centrifugal force to cause the sleeve to be moved to the right as seen in FIG. 2. lyiovernent of the sleeve 85 to the right carries the connecting pin 94 and the speed regulating pin 84 therewith.

When the device is to be operated at a constant speed, the switch arm 126 is positioned in contact with the contact arm 128 and the spring 132 normally retains the switch arm 1% in this position. With the switch arm 1Z5 contacting the contact arm 123, current is directed to the solenoid Zlti by way of the lead 256, the constant speed contacts 246, 14644 and the lead 268. The rod 22dof the solenoid 23K is then moved to the right viewing FIG. 9 to cause a corresponding movement in the rod 3b, thereby increasing the flow of fuel into the carburetor 22, causing the automobile is steadily pick up speed. When the speed of the automobile exceeds the limit as set on the dial Mil, the speed regulating pin 84 moves the switch arm 126 out of engagement with the contact arm 12%, thereby breaking the circuit to the solenoid 216. The solenoid is then deenergized, causing rod 224 to move back under the action of spring 23%, thus causing movement of rod 48 to reduce flow of fuel to the carburetor, as well as the speed of the automobile. During this action, the diaphragm 238 dampens the movement of the solenoid plunger so that surges me prevented and a smooth and even flow of fuel through the carburetor is effected. It is seen that every time the speed of the automobile exceeds the predetermined limit, the circuit to the solenoid 216 will be broken, thereby decreasing the speed of the automobile, while every time the speed of the automobile is less than that called for, the circuit to solenoid 216 will once again be closed, whereupon said solenoid will be energized to once again increase the flow of fuel to the carburetor. Thus, when the control device is set at constant speed, it will be seen that the circuit to solenoid 216 will constantly be opening and closing as the car speed exceeds and drops below, respectively, the predetermined selected speed.

Since the speed of the automobile is controlled completely by the aforedescribed operation of solenoid 215, it is not necessary for the operator to place his foot on the accelerator pedal, thereby reducing the fatigue and inconvenience which usually result from driving at a constant speed over any appreciable distance. On the other hand, it will be apparent that any time it is desired to accelerate beyond the constant speed setting, it is simply necessary to step on the accelerator pedal, since this setting in no way interrupts the connection between the pedal and the carburetor. Upon removal of the operators foot from the pedal, the car will once again automatically resume the selected constant speed. When it is desired to slow down or stop, depression of the brake pedal 18 actuates switch 242 to break the circuit thereby rendering the constant speed setting inoperative. It has been found that the fluctuation in speed when on constant speed conrol is less than one mph. on either side of the selected speed. It is also emphasizd that the same speed will be maintained whether going up hills, around curves, etc., and it is even possible to change the speed setting while the car is in motion.

When the device is to be operated so that a predetermined speed cannot be exceeded even by movement of the accelerator pedal 20, the operation selector arm 1 9 is moved to the limit speed position by rotating the dial 159 to the L position. The speed selector dial is then set at the speed desired and locked in this position by the key 158. Once the key 158 is removed from the lock ass, the speed limit is established and cannot be exceeded until the lock 156 is unlocked. nor can the selector dial be rotated. In operation, if the automobile should approach the selected speed, the speed regulating pin $4 moves the switch arm 1% into engagement with contact arm 13$ The circuit is then complete through the switch arm 1%, contact arm 1%, lead 254, contacts 147 147a, wiper arm 149, lead 253 and solenoid 2%. The plunger 2%2 is then withdrawn from the notch 2% to remove the rod 136 from operating movement with respect to the housing 18% of the accelerator unit 38. Even though the accelerator pedal may be pressed inwardly, movement of the rod 46 will have no el'r'ect on movin the accelerator housing 184) or the rod 48. Thus it is seen that the selected speed will not be exceeded and that only when the speed of the vehicle is decreased below the predetermined limit will the switch arm 126 be returned to engagement with the contact arm E23 by the spring 1'32 thereby causing the circuit to the solenoid to be broken. Operation of the carburetor control rod 48 is then resumed through the pedal 2%, rod 42, bell crank 44, rod to and accelerator unit 38.

As hereinbefore described, if at any time during the operation of the device it is necessary to brake the automobile, the brake pedal 13 is depressed thereby causing the brake lever 245 to engage the switch 242. The switch 242 is thus opened to open the circuit to the lead 24$ which in effect breaks the circuit between the battery 25?. and the control unit 32. Upon release of the brake pedal 18 from the braking position, the control unit 32 is then electrically connected to the battery 252- once again to cause the operation of the control unit to be resumed in the manner as previously set forth. If the automobile should; be of the standard transmission type, a second switch 243 is positioned beneath the clutch pedal, whereupon depression, of the clutchpedal will open the switch 243 in the same manner that depression of brake edal 18 opens switch 242. Thus in a standard transmission car, depression of either the brake or clutch pedal will automatically open the circuit to the control device to render; same inoperative.

During the operation of the device in the speed limit position, itmay be desirable or necessary to momentarily disconnect the governing mechanism, such as when the automobile is to pass another vehicleon the open road. In this event, the acceleration switch 264 is provided and is positioned directly below the accelerator pedal 2% The accelerator switch 264 is closedwhen the accelerator pedal 2t) is depressed all the way to the floor board. AS the accelerator pedal 2t is pressed downwardly, the rotational speed of the tubular member 76 is increased to cause the speed regulating pin 84 to move the. switch arm 126 in contact with the contact arm 13%). Current is then caused'to flow through the lead 254, lead 279, lead 272 and then through the bimetallic switch 263, lead 273, lead 260 and into the solenoid 216. As hereinbefore described, energization of solenoid 216. actuates control rod 48 to produce a momentary increase of fuel into the; engine cylinders. At the same time, current flows through the lead 254, lead 258 and into the solenoid 2&6 to withdraw the plunger 2% from the notch 2%, thereby disconnecting the accelerator rod 46 from engagement with the accelerator unit 38. Because of the heat-resistance wire 266, the bimetallic switch 268 is soon heated sufficiently to break the circuit to the solenoid coil 216, thereby retracting the rod 43 with respect to the carburetor 22. It is understood that snfiicient time is provided for passing after the acceleration switch 264 is closed before the bimetallic switch 268 is caused to open and deenergize the solenoid are. As soon as the circuit through the switch 268 is opened, the speed limit control takes over to govern the speed of the auto-mobile as previously set forth.

Reviewing exactly what happens when switch 264 is actuated, it will be understood that depression of the accelerator pedal by the operator will cause rod 4-6, accelerator unit 38, and rod 48 all to move to the right (in the direction of the arrow) as viewed in FIG. 9, until the predetermined limit speed is attained. As long as the rod 46, accelerator unit 38 and rod 48 are interconnected and moving as a unit, it will be clear that depression of the accelerator pedal will control operation of the throttle valve, and hence the speed of the vehicle. Once the predetermined limit speed has been attained, solenoid 2% is automatically energized to retract plunger 2% whereby rod as and accelerator unit 38 become disconnected. At this very moment, the operators toot will still be depressing the accelerator pedal, whereupon rod 46 is maintained against movement from right to left, viewing FIG. 9. Since rod 4-5 cannot move, spring 190 causes accelerator unit 38 to move to the left, viewing FIG. 9, the limit of such movement being determined by the amount of movement necessary to completely close the throttle valve. Thus, upon disconnection of rod 4s and accelerator unit 38 by means of retraction of solenoid plunger 200, accelerator unit 38 will move from right to left, viewing FIG. 9, under impetus of spring 1% until the throttle valve is completely closed. The amount of this movement will determine the position of pin 1% in slot 192, it being understood that the pin will now be located at a point intermediate the length of the slot. Now, when the operator desires an additional burst of speed, the accelerator pedal will be further depressed until it reaches the floor, at which time the accelerator switch is actuated to energize solenoid 216. Rod 45 is adjusted with respect to rod 136 by means of collar 196 and screw 193 so that when the accelerator pedal is. completely ep ssed sin. l be at the ex m right end of slot 192. Therefore, when solenoid 2116 is energized, accelerator unit 3% is anchored against movement from right to left, viewing FIG. 9, due to the fact that pin 194- is engaging the right-hand end of slot 192. Since the accelerator unit 38 cannot move from right to left, then it follows that energization of solenoid, 216 will automatically cause rod 48 to be carried from left to right, thereby opening the throttle valve.

While there is shown and described herein certain specific structure embodying the invention, it will be manifest to those skilled in the art that various modifications and rearrangements of the parts may be made without departing from the spirit and scope of the underlying inventive concept and that the same is not limited to the particular forms herein shown and described except insofar as indicated by the scope of the appended claims.

What is claimed is:

1. In a motor vehicle having an accelerator, a carburetor, and drive means controlled thereby, means releasably connecting said accelerator to said carburetor, means responsive to. said drive means reaching a predetermined speed for disconnecting said connecting means whereby the carburetor is no longer controlled by the accelerator, means operable for momentarily controlling the feed of additional fuel to the carburetor whereby said drive means may momentarily exceed said predetermined speed, said last mentioned means being operable while said connecting means are disconnected, and means for automatically limiting operation of said last mentioned means to a predetermined time interval.

2. In a motor vehicle having an accelerator, a carburetor and an automotive drive controlled thereby, speed control means comprising a shaft drivingly engaged by the automotive drive, a pin slidably connected to said shaft for longitudinal movement with respect thereto, means for controlling the movement of said pin where,- by the amount of movement of the latter is determined by the rotational speed of said shaft, and a speed selector switch positioned in the path of movement of said pin for actuation thereby, the position of said switch being adjustable whereby said switch may be selectively positioned so as to be actuated when the automotive drive reaches a predetermined speed, means releasably connecting said accelerator to said carburetor, means controlled by actuation of said speed selector switch for disconnecting said connecting means, whereby the carburetor is no longer controlled by the accelerator, means operable for momentarily controlling the feed of additional fuel to the carburetor whereby said drive means may momentarily exceed said predetermined speed, said last mentioned means being. operable while said connecting means are disconnected, and means for automatically limiting operation of said last mentioned means to a predetermined time interval.

3. The, combination of claim 2 further characterized in that adjustment of said speed selector switch is made by means of a rotary cam.

4. In a motor vehicle having an accelerator and a carburetor controlled thereby, an accelerator unit interposed between said accelerator and carburetor, said accelerator unit having a releasable connection with said accelerator whereby when said accelerator unit and accelerator are connected, operation of said accelerator will control said carburetor through movement of said accelerator unit, whereas when said accelerator unit and accelerator are disconnected, operation of said accelerator Will have no effect on said carburetor, said accelerator unit further having means relatively movable with respect to said unit for operating said carburetor completely independent of any movement of said accelerator and said accelerator unit, and means for automatically limiting operation of said relatively movable means to a predetermined time interval.

5. The combination of claim 4 further characterized in. that said releasable connection comprises a solenoid which moves a plunger between a first position wherein said unit is locked to said accelerator whereby they move in unison to operate said carburetor, and a second position wherein said unit is released from said accelerator so that movement of the latter has no effect on the former, said independent operating means comprising a second solenoid having a plunger connected to said carburetor control, said second solenoid plunger also serving to inte connect said unit and said carburetor control when said accelerator and said unit are in locked relation.

6. In a motor vehicle having an accelerator, a carburetor, and drive means controlled thereby, speed control means selectively operable to limit the vehicle to a predetermined speed or to automatically maintain the vehicle at a constant speed, said speed control means having a control unit operatively connected to the drive means and responsive thereto, said control unit including speed responsive means, means operatively engaging said speed responsive means and movable in response thereto, a speed selector switch automatically actuated by said movable means when the vehicle reaches a predetermined speed, an accelerator unit interposed between said accelerator and carburetor, said accelerator unit having a releasable connection with said accelerator whereby when said accelerator unit and accelerator are connected, operation of said accelerator will control said carburetor through movement of said accelerator unit, whereas when said accelerator unit and accelerator are disconnected, operation of said accelerator will have no efiect on said carburetor, said accelerator unit further having means for operating said carburetor completely independent of any movement of said accelerator, an operation switch selectively movable to a limit-speed or constantspeed position, first circuit means operable when said operation switch is in limit-speed position to cause said accelerator unit to become disconnected from said accelerator upon actuation of said speed selector switch, and second circuit means operable when said operation switch is in constant-speed position to actuate said independent operating means, means connecting said independent operating means to said speed selector switch whereby actuation of the latter renders the former inoperative.

7. The combination of claim 6 further characterized in that means are provided when said operation switch is in limit-speed position for momentarily actuating said independent operating means after actuation of said speed selector switch, whereby said predetermined speed may be momentarily exceeded.

8. In a motor vehicle having anaccelerator, a carburotor, and drive means controlled thereby, speed control means selectively operable to limit the vehicle to a predetermined speed or to automatically maintain the vehicle at a constant speed, said speed control means having a control unit comprising a shaft drivingly engaged by the automotive drive, a pin slidably connected to said shaft for longitudinal movement with respect thereto, means for controlling the movement of said pin whereby the amount of movement of the latter is determined by the rotational speed of said shaft, and a speed selector switch positioned in the path of movement of said pin for actuation thereby, the position of said switch being adjustable whereby said switch may be selectively positioned so as to be actuated when the automotive drive reaches a predetermined speed, an accelerator unit interposed between said accelerator and carburetor, said accelerator unit having a releasable connection with said accelerator whereby when said accelerator unit and accelerator are connected, operation of said accelerator will control said carburetor through movement of said accelerator unit, whereas when said accelerator unit and accelerator are disconnected, operation of said accelerator will have no effect on said carburetor, said accelerator unit further having means for operating said carburetor completely independent of any movement of said accelerator, an operation switch selectively movable to a limitspeed or constant-speed position, first circuit means operable when said operation switch is in limit-speed position to cause said accelerator unit to become disconnected from said accelerator upon actuation of said speed selector switch, and second circuit means operable when said operation switch is in constant-speed position to actuate said independent operating means, means connecting said independent operating means to said speed selector switch whereby actuation of the latter renders the former inoperative.

9. In a motor vehicle having an accelerator, a carburetor, and drive means controlled thereby, speed con trol means selectively operable to limit the vehicle to a predetermined speed or to automatically maintain the vehicle at a constant speed, said speed control means hawing a control unit comprising a shaft drivingly engaged by the automotive drive, a pin slidably connected to said shaft for longitudinal movement with respect thereto, means for controlling the movement of said pin whereby the amount of movement of the latter is determined by the rotational speed of said shaft, and a speed selector switch positioned in the path of movement of said pin for actuation thereby, the position of said switch being adjustable whereby said switch may be selectively positioned so as to be actuated when the automotive drive reaches a predetermined speed, an accelerator unit interposed between said accelerator and carburetor, a first solenoid in said accelerator unit having a plunger movable between a first and normal position wherein said accelerator unit is locked to said accelerator whereby they move in unison to operate said carburetor, and a second position wherein said accelerator unit is released from said accelerator so that movement of the latter has no effect on the former, said accelerator unit having a second solenoid for operating said carburetor completely independent of any movement of said accelerator, an operation switch selectively movable to a lin'iit-speed or constant-speed position, and a circuit electrically interconnecting said operation switch, said speed selection switch and said accelerator unit, whereby when said operation switch is in limit-speed position, actuation of said speed selector switch causes said first solenoid to move its plunger to its said second position, and when said operation switch is in constant-speed position, said second solenoid is normally operative to operate said carburetor and feed fuel, actuation of said speed selector switch automatically rendering said second solenoid inoperative.

10. The combination of claim 9 further characterized in that said circuit comprises means for momentarily rendering said second solenoid operative when said operation switch is in limit-speed position and after actuation of said speed selector switch.

References Cited in the file of this patent UNITED STATES PATENTS 1,634,069 Cordray June 28, 1927 1,824,292 Murrow Sept. 22, 1931 2,214,567 Rosenthal Sept. 10, 1940 2,236,145 Kolb Mar. 25, 1941 2,313,505 Benjamin Mar. 9, 1943 2,410,998 Reavis Nov. 12, 1946 2,714,880 Riley Aug. 9, 1955 2,776,722 Germanich Jan. 8, 1957 2,822,881 Treharne Feb. 11, 1958 

1. IN A MOTOR VEHICLE HAVING AN ACCELERATOR, A CARBURETOR, AND DRIVE MEANS CONTROLLED THEREBY, MEANS RELEASABLY CONNECTING SAID ACCELERATOR TO SAID CARBURETOR, MEANS RESPONSIVE TO SAID DRIVE MEANS REACHING A PREDETERMINED SPEED FOR DISCONNECTING SAID CONNECTING MEANS WHEREBY THE CARBURETOR IS NO LONGER CONTROLLED BY THE ACCELERATOR, MEANS OPERABLE FOR MOMEMTARILY CONTROLLING THE FEED OF ADDITIONAL FUEL TO THE CARBURETOR WHEREBY SAID DRIVE MEANS MAY MOMENTARILY EXCEED SAID PREDETERMINED SPEED, SAID LAST MENTIONED MEANS BEING OPERABLE WHILE SAID CONNECTING MEANS ARE DISCONNECTED, AND MEANS FOR AUTOMATICALLY LIMITING OPERATION OF SAID LAST MENTIONED MEANS TO A PREDETERMINED TIME INTERVAL. 